Integrated combustion and electric hybrid engines and methods of making and use thereof

ABSTRACT

A new approach to achieving greater fuel efficiencies in the design and implementation of hybrid automotive vehicles. Efficiency and power benefits accrue from the integration of electric motor components into various components of combustion-fueled engines, thus obviating the need for much separate equipment, such as discrete electric motor(s) and gear arrangements in order to obtain hybrid operation. Among other things, a significant savings of weight in the vehicle and increased control of the coordination between combustion-fueled and electric motor propulsion of the vehicle is obtained.

This application claims priority to applicant's co-pending U.S.Provisional Patent Application No. 61/129,462 titled “INTEGRATEDELECTRICAL AND INTERNAL COMBUSTION ENGINE” filed Jun. 27, 2008 and U.S.Provisional Patent Application No. 61/136,459 titled “INTEGRATED WANKELROTARY FUEL AND ELECTRIC-POWERED AUTOMOBILE ENGINE FOR USE IN A HYBRIDVEHICLE” filed Sep. 8, 2008, the entirety of each of which is herebyincorporated by reference herein.

BACKGROUND OF THE INVENTION

1. Field of the Invention

Aspects of the present invention relate to the integration of a fueldriven internal combustion engine (actuated by gasoline, diesel or otherfuels) with electric power operation for the same engine. The benefitsof this integrated design may include better fuel economy, such as forhybrid vehicle applications, which may be achieved in a less complexarrangement of components, along with weight reduction accomplished by,among other things, having fewer needed components than has beenachieved with related art hybrid vehicle technology, as well as thecapability of varying the proportion of drive power obtained fromburning fuel versus electricity.

2. Background of the Technology

To assist in understanding operation of aspects of the presentinvention, a conventional car's engine operation will now be brieflydescribed. A conventional gasoline or diesel internal combustion engineof the most common type employs a given number of cylinder chambers,typically from 4 to 8. For example, an inline cylinder engine is commonfor 4 cylinder designs, a V6 structure or inline 6 arrangement for 6cylinder designs, a V8 arrangement for 8 cylinder designs, and a flat(or so-called boxer) engine for some less common designs. Duringoperation, each cylinder is sequentially charged with gasoline, diesel,or other combustible fuel, along with air, which is compressed and thencombusted (in conjunction with generation of a spark by a spark plug forsome fuel types), producing an in-cylinder explosion that producesmotion of the enclosed piston, in turn rotating the engine's crankshaftto produce rotary motion in the drive train (or driveline). The outputmotion of the crankshaft travels through the drive train and typicallyis transmitted to gear arrangement(s) to propel the vehicle, forexample. The exhausted gas mixture in the cylinder is then removed in anexhaust cycle for each cylinder.

Combustion engines are normally designed to operate in either two orfour stroke combustion cycles. For the four stroke version, which is themore common variation for most conventional vehicles, an intake stroke,a compression stroke, a combustion stroke, and an exhaust stroke areused. The strokes typically occur in conjunction with operation of acamshaft that controls the timing cycles of particular cylinder valves,certain of which open to control the entry of fuel, close (e.g., duringcombustion), and certain of which open to exhaust expended gases.

There is a further unmet need in the related art to provide methods,systems, and devices that combine the power and conventional benefits ofexisting combustion engines with the efficiency and pollution reduction,among other features, of electric power.

SUMMARY OF THE INVENTION

Aspects of the present invention provide for integrating bothfuel-burning combustion and electro-motive force into a single enginestructure with, but not limited to, one or more of the followingfeatures:

1) significant weight reduction made possible by the elimination of astarting motor and the electric drive motors used in other existingdesigns of hybrid vehicles;

2) elimination of the complex gear box, or reduction in complexitythereof, that is necessary in many current alternative designs, to blendpower from the internal combustion engine and the needed externalelectric motors which combine to propel the vehicle;

3) providing a flexible range of combinations of power derived from fuelcombustion and the (not combustion driven) electric motor aspects of thepiston/cylinder engines or the rotary cells in a Wankel engine arrangedas needed to provide the drive power and fuel saving economy as ispossible in this design;

4) since this invention provides for continuous engine rotation,employment of normal usage of fan belt driven accessories is possible;thus, fan belt rotationally-driven devices, such as the cooling fan,power steering, and air conditioning units may all be of theconventional type; in contrast, in conventional hybrid vehicles, wherethe combustion engine is stopped at times, it is common to provideseparate electrically powered versions of these needed devices, whichtypically may be more costly, heavier, and more prone to failure.

Exemplary variations of the present invention will now be described.

Piston/Cylinder Engine Variation

Aspects of an exemplary variation of the present invention involve theaddition and integration of appropriate electrical components as neededto also make the components of a typical combustion enginecontemporaneously or alternatively able to operate as an electricallydriven motor, thus improving fuel efficiency, among obtaining otheradvantages. The electrical components of some variations of thisexemplary implementation of aspects of the present invention may includean embedded electrical coil in or near the wall or cylinder sleeve ofeach cylinder and/or a magnetic field-producing core located within eachpiston itself.

In operation, the electrical energy from a battery or other source ofelectrical energy flows to the cylinder coils, each of which is strobedwith electrical energy during, for example, the stroke that correspondsto a combustion stroke in a four cycle engine. In some variations, amaster computer module or other controller controls the combustion ofthe gasoline, diesel or other fuel with the air mixture in eachcylinder, for example, as well as the timing of the electrical pulsetransmitted to the cylinder's electrical coil. These coil energizedfunctions produce motion of the cylinder in a manner similar to solenoidoperation. This operation is also interchangeably referred to herein asa “bidirectional linear actuator.” Each piston/cylinder pair, whetherrunning in internal combustion or electrical mode, or a combinationthereof, may be controlled by timing determined, for example, by thecomputer driven master controller.

The ratio of propulsion energy derived from combustion versus electricaloperation may be determined and controlled by the master controller, forexample, based on vehicle driving circumstances or other operationalinput that is received or determined; optimal operation may, forexample, be predicated on obtaining the best fuel economy or most powerpossible for a given driving condition.

Excess kinetic energy from the motion of the vehicle may similarly berecaptured via generation of electrical energy through the rotation ofthe wheels or motion of the pistons, the recapture from the rotation ofthe drive wheels occurring via the backward utilization of thedifferential and transmission pathway via the driveline, so as to causethe electrical components to operate as a driven onboard generator, theoutput of which may be used, for example, to slow the vehicle and/or toreplenish battery charge in the supply battery. Thus, a conventionalelectrical generator module may be placed along the drive train tocapture kinetic energy and feed direct current (DC) recharging into thedrive battery whenever the vehicle is slowing, for example.

Another optional feature, in accordance with this exemplaryimplementation, that may improve overall economy of fuel usage and/oroperation, involves introduction of a turbine or otherwise drivenelectric generator, with or without an engine air intake compressor, inplace of or in combination with the standard onboardkinetic-energy-driven generator (e.g., belt-driven generator oralternator, as mentioned above). This generator may be driven, forexample, by hot gases fed back from the vehicle's exhaust system (e.g.,when arranged and operated similarly to a conventional turbocharger) andthus may not significantly impact, in a negative way, the efficiency ofthe vehicle's fuel consumption. This feature, in effect, may therebyprovide somewhat of a ‘free’ source of battery recharging electricityand may also provide a good deal of saved weight if the kinetic energyversion of a generator or alternator is not used with it.

Rotary or Wankel Engine Variation

Another exemplary implementation in accordance with aspects of thepresent invention involves the integration of both a fuel fired internalcombustion rotary engine (e.g., Wankel) and an integrated electricmotor. The benefits of this integrated design include, among otherthings, better fuel economy for a hybrid vehicle, which may be achievedvia a simpler arrangement of other needed components than in related arthybrid drives, along with weight reduction accomplished by having fewerneeded components, for example, than related art hybrid devices.

To assist in understanding operation of aspects of the presentinvention, an exemplary Wankel car's engine operation will now bebriefly described. An exemplary Wankel engine includes an engine rotorhousing with internal chamber of elliptical or partially ellipticalshape, within which rotates a rotor shaped somewhat in triangularcross-sectional form, with wiping seals located at the three apexes,which remain in contact with the inner walls of the rotor housing duringoperation. This structure is also interchangeably referred to herein asa “rotary cell.” The rotor housing contains one or more intake ports forthe fuel/air mixture to enter, and one or more exhaust ports for burnedgases to be expelled. For each rotor revolution of 360 degrees, each oneof the three cavities formed by each side of the triangular rotor withthe housing will (1) intake fuel/air mixture, (2) compress the fuel/airmixture, (3) combust the fuel/air mixture by the firing of one or morespark plugs that the cavity resides over at cyclic compression, and (4)force the exhaust of the spent gases.

The gas mixture combusted by the spark plugs produces a rotary cellexplosion that causes the enclosed rotor to spin, thus causing theengine's crankshaft, which is embedded within or coupled to each rotorof each rotor cell, to turn with a force that is multiplied by thenumber of rotor cells (comprising the engine), and by a gearingarrangement, which in turn may propel a vehicle, for example.

Variations of this exemplary implementation in accordance with aspectsof the present invention may involve the addition and integration ofappropriate electrical components as needed to also make the componentsof a typical Wankel combustion engine concurrently or alternatively ableto operate as an electrically driven motor, thus improving fuelefficiency, among obtaining other advantages. The inclusion of theelectrical components may involve, for example, imbedding an electricalcoil winding into the walls of the rotor housings and constructing anelectric motor armature into the rotor itself for supplementing themotor's fuel burning cells, and/or replacing the combustion rotor withan electric motor armature in one or more cells, such that each suchcell comprises an electric motor unit designed to fit the physicalcharacteristics of the engine, but not including the fuel burningcapability of combustion cells.

These electric motor cells or features are each integrated with thecrankshaft/drive-gearing in a similar way as the rotary fuel cells. Theelectrical energy from an onboard battery, for example, flows to thehousing and rotor so as to produce electric motor operation. Thiselectric motor could be selected, as appropriate, to be a conventionaldirect current (DC) or Alternating Current (AC) design, withconsideration of the most appropriate torque characteristics needed fora motor vehicle. A master computer module or other control feature maycontrol the relationship of the fuel injected into the rotor cell andthe electrical operation of the integrated component(s)/cell(s). Theratio of propulsion energy derived from burned fuel/gases versuselectrical motor power may be evaluated and controlled by the mastercomputer, based on the inherent driving situation at that time, andoperation may be predicated on obtaining the best fuel economy possibleor optimal power needed, for example. The electrical energy dedicated tothe electric motor component(s) of this engine would be designed tointeract, in any proportion, with the fuel burning rotor cell(s), or itcould be exclusively dedicated to an integrated electric motor cell(s)which operates only on electric power, for example.

The electric motor cell(s) may be attached to or otherwise integratedwith the overall engine framework in such a way that its rotor(s)rotates in synchronism with other rotor cell(s) in the engine. Excesskinetic energy from the motion of the vehicle may be recaptured byvarious features or methods, similarly to those as described above, viaan onboard generator/alternator, for example. Such recaptured energy maybe used, for example, to replenish battery charge in the propulsionmotor supply battery (and incidentally, also the starter battery).

Variation for Integration of an Electric Motor Directly onto theCrankshaft for Hybrid Vehicle

An alternate method and system for introducing electric drive power intothe propulsive force of a hybrid vehicle that may achieve similarbenefits to those of other variations in accordance with aspects of thepresent invention (e.g., similar to those indicated above) includesincorporating a complete electric motor structure so that the armature(rotating element) is entirely integrated onto the crankshaft of thecombustion engine machinery, and the stator (the fixed motor element)and its housing surround this armature, while all these componentsremain contained within the body of the engine block. Variousoperational actions, variable combustion versus electric power andcontrol may be similar to as described in the variations describedabove.

Additional advantages and novel features relating to variations of thepresent invention will be set forth in part in the description thatfollows, and in part will become more apparent to those skilled in theart upon examination of the following or upon learning by practice ofaspects thereof.

BRIEF DESCRIPTION OF THE FIGURES

Aspects of the present invention will become fully understood from thedetailed description given herein below and the accompanying drawings,which are given by way of illustration and example only and thus notlimitative of the present invention, and wherein:

FIG. 1A shows a representative diagram of an exemplary engine block withrepresentative pistons/cylinders contained therein, in accordance withaspects of the present invention;

FIG. 1B contains an illustrative diagram of one exemplary cylinder withelectrical coil wiring in the walls and a magnetic core piston, bothshown in relation to a camshaft and crankshaft structure, in accordancewith aspects of the present invention;

FIG. 1C presents a representative block diagram of exemplary electricpower generation features usable with a combustion engine, in accordancewith aspects of the present invention;

FIG. 2A shows a representative diagram of an exemplary Wankel typeengine structure showing several included rotary cells with output via adriveline, for use in accordance with aspects of the present invention;

FIG. 2B is an illustrative example of one such rotary cell withelectrical coil wiring imbedded within its shell or housing to implementa motor stator and a combustion-capable rotor also acting as a magneticarmature for its motor function, in accordance with aspects of thepresent invention;

FIG. 2C presents a representative block diagram of exemplary electricpower generation features usable with a combustion engine, in accordancewith aspects of the present invention;

FIG. 2D shows a representative diagram of an exemplary integrated Wankelor rotary engine with a single electrically driven motor cell for use,for example, in a vehicle, in accordance with aspects of the presentinvention;

FIG. 3 is a representative diagram of exemplary features of an addedelectric motor component attached to an engine crankshaft within anengine block, in accordance with aspects of the present invention;

FIG. 4 contains in a representative block diagram of an exemplaryelectric generator turbine attached to a vehicle exhaust system toprovide, for example, recharging electric energy for the vehicle's drivebattery, in accordance with aspects of the present invention; and

FIG. 5 illustrates various computer hardware and software elements, orcombination thereof, with or upon which aspects of the present inventionmay be implemented, such as within an engine controller.

DETAILED DESCRIPTION

Details for various exemplary implementations in accordance with aspectsof the present invention will now be described.

Piston/Cylinder Engine Variation

In some variations of the present invention, design and fabrication ofthe engine's cylinder walls and the enclosed piston may be important tofuel economy. In these variations, the cylinder wall sleeve may containa wire wound electrical coil, for example, of suitable capacity,imbedded and oriented such that, when an appropriate level of electricalcurrent (e.g., direct current or DC) flows through the coil, anelectromagnetic field is created in the travel path of the cylinder, ofsufficient strength to cause motion with appropriate force of themagnetic element (e.g., emplaced slug) comprising or contained in thepiston body, thus producing motion similar to that occurring with aconventional solenoid (also known as a “bidirectional linear actuator”for this application). This action may be sufficient in strength to movethe piston assembly downward in its combustion stroke, even when nointernal combustion operation occurs, so as to replace the force thatwould be achieved by such internal combustion operation. This force maybe attenuated via control by a master controller, for example, so thatwhen gasoline, diesel or another fuel and electrical energy sources areoperated in combination, the net output force will not exceed theoperational capacity of the cylinder (e.g., exceeding internal pressuredesign limitations).

The use of properly rated materials may also be important, in somevariations, for effective operation of the motor. Thus, for example, thecylinder wall sleeve and the piston body may need to comprise anon-ferromagnetic material, such as ceramic, plastic or non-conductive,non-shielding, and/or non-flux conducting metal, so as not to negativelyinterfere with the electromagnetic field created by the coil in thecylinder wall. The magnetic element in the piston body and its walls mayneed to be designed, in some circumstances, to withstand temperaturesinherent in the engine's operation when operating in internal combustionmode.

The driveline of rotary motion provided by an engine in accordance withaspects of the present invention can be of conventional design,transmitted from the engine via a crankshaft, for example, therebyproviding rotational motion via a transmission and differential, whichin turn rotate the drive wheels of a vehicle.

Because some variations of engines in accordance with aspects of thepresent invention allow for complete operation using only the electricalfeatures, without gasoline, diesel or other fuels supplying combustionpower assistance, for example, one or more of these variations mayeliminate or reduce the need for a separate starter motor. This approachcan also obviate the need for electric drive motors for the drivewheels, as are typically used for some conventional hybrid vehicles, forexample. However, an electric motor and/or generator may optionally beused within the driveline, so that excess kinetic energy available whenthe vehicle is slowing down or braking can be harnessed for regenerativebattery charging, for example. Alternately or in addition to such adynamic recharging feature, an exhaust turbine-driven or otherwiseoperated generator may also be used with some variations of engines inaccordance with aspects of the present invention to replenish storedelectrical power (e.g., to recharge batteries).

Modes of operation may vary so as to take advantage of the bestcombination of economical parameters at any given time for motoroperation, for example. In some variations, the engine can operatetotally on gasoline, diesel or other combustible fuel, for example, ortotally on electrical energy, or with a mix of these two modes, at agiven time. It may be beneficial to the economy of operation in somevariations to have the mix of operating modes be accomplished, forinstance in a 4 cylinder engine, by operating two cylinders in thegasoline, diesel or other fuel mode, while two other cylinders areoperating in electrical mode, thereby achieving operation that is 50% bycombustible fuel and 50% by electrical drive. Alternatively, theelectrical powered operation of a cylinder may be combined with the fuelcombustion mode concurrently to provide a boost of power when needed.

One feature of some variations of engines in accordance with aspects ofthe present invention includes a valve structure and associatedcamshaft(s) designed or selected such that, when a cylinder is operatingonly in electrical mode, the motion of the piston is not impeded by highcompression load during a stroke that would occur for internalcombustion operation. This operation may be accomplished in a mannersimilar to variable valve timing electronically controlled (VTEC) cams,which control valve operation in certain conventional engine designs,for example, by opening the valves at appropriate times to reducecombustion chamber pressure.

Another aspect of the present invention involves consideration of thetype of material and component arrangement used for the pistons. In someof the above exemplary variations, the piston is described as having amagnetic element or slug, which may be located, for example, generallyat or near its center. Other options are also possible to achieve theneeded magnetic effect. For instance, much of or the entire pistonstructure may comprise a magnetized ferromagnetic or other material(e.g., magnetized ceramic material), so long as the material is able toretain its magnetic and other necessary characteristics whilewithstanding the stress of heat and explosive force inherent in internalcombustion engine operation. An alternative variation involves use ofanother wire wound coil or other electromagnet element in the pistonitself, so that electrical energy may be delivered to this coil or otherelement to variably produce a magnetic field of alternating or otherwisevarying direction. In operation, this field may be oriented in alignmentwith or oppositely to the field produced by the winding around thecylinder wail, for example, such that the piston is driven in adirection appropriate for the cycle occurring at any point duringoperation. This approach may constitute an alternating current or ACmode of electrical operation of the piston/cylinder current flow beingcontrolled by the current switch module. This approach thus provideselectro-magnetic solenoid-like operation.

However, one drawback of this electro-magnetic approach may be that thedesign is necessarily more complex than permanent magnet variations, asthe electro-magnetic approach may require a commutator or othermechanism to connect the piston winding to the electrical source andmore complex timing control by the master computer or other controller,as well as additional switch equipment. If a switching option forelectric current to be fed into the cylinder wall coils is included inthe design, then by switching the polarity of this coil in consonancewith the sequence of the four strokes of a 4-stroke cylinder cycle, thedesign may produce electro-motive power to the piston, such that powerphases in the cylinder occur in up-strokes of the combustion and exhaustcycle, as well as down-strokes of each cycle (or their correspondingequivalent cycles for combustion cylinders, if dedicated electricalcylinders are used), thus increasing vehicle drive power significantly.

FIGS. 1A-1C illustrate various exemplary features of a representativepiston based hybrid motor, in accordance with aspects of the presentinvention. FIG. 1A shows a representative diagram of an exemplary engineblock with representative pistons/cylinders contained therein, inaccordance with aspects of the present invention. FIG. 1B contains anillustrative diagram of one exemplary cylinder with electrical coilwiring in the walls and a magnetic core piston, both shown in relationto a camshaft and crankshaft structure, in accordance with aspects ofthe present invention. FIG. 1C presents a representative block diagramof exemplary electric power generation features usable with a combustionengine, in accordance with aspects of the present invention.

Exemplary Implementation for Increased Efficiency in Fuel Use and Easeof Development

One exemplary implementation that makes use of an existing engine block,and one that may be particularly fuel efficient, is implemented using astandard four cylinder inline engine (a choice made for fuel efficiency,but not limited thereto, so that larger engines, such as 6 or 8 cylinderversions might also be so improved by this approach). This engine, uponimplementation, has two of its cylinders modified so that they are notcapable of fuel burning, that is, having a lack of valves and camshaftmechanisms, and any other components needed solely for the burning offuel and the removal of waste products. The two non-fuel burningcylinders are fitted with the electrical components described herein,which are needed to conform to the electrical motor operation, so thatthe engine would operate with two fuel-burning cylinders and twoelectromotive-only powered cylinders. The two electromotive poweredcylinders, not having any valve structure would have escape ports forthe release of trapped air or any gas, so that the cylinder would befree to move up and down without restriction, which would otherwiseoccur due to compression of any fluid (e.g., gas) contained therein.

This engine version would then operate with its four cylinders supplyingmotive power, two from fuel usage and two powered electrically from thehybrid battery. Control of operation is accomplished by a master controlmodule (e.g., computer or other processing device). In order to minimizeengine vibrations, it is assumed that each cylinder would provide aboutequal power levels to, that is, approximately one quarter of the totalpower demand for, that needed for a particular driving situation, aswell as each cylinder having approximately the same weight as eachother. Thus, engine vibration would be no different than that theoriginal four cylinder fuel-fed engine produced.

As lower demands for power-propulsion-situations take place, the mastercontrol module would reduce the power provided by each cylinder inapproximately equal amounts. This design version makes originalimplementation easier to accomplish, for example, because work beginswith an already available engine design and one that already presumablyconstitutes an efficient choice for high fuel efficiency (e.g., fourcylinder engine presumed more efficient).

Exemplary Implementation of Rotary or Wankel Engine Variation

In accordance with aspects of the present invention, the design andfabrication of the engine's rotor housing and rotor mechanism for aWankel-based implementation may be critical to the design of thecombined power plant and may, for example, affect fuel economy. In onevariation, the rotor housing wall contains a wire wound electrical coil,for example, of suitable capacity, imbedded therewithin, such that, whenan appropriate level of electrical current (DC or AC) flows through thecoil, an electromagnetic field is created around the rotor in sufficientstrength to activate, with appropriate force, the rotor-containedelectro-motive magnetic armature, which may contain one or morepermanent magnets or, for example, a magnetic coil winding and,depending on choice of design, brushes and commutator. This electricalcurrent flow in the rotor housing coil must be sufficient in strength toprovide needed electrical motor power to the fuel burning rotor cell(s)or to the electric motor cell, in order to provide total motive forceneeded to turn the engine at the speed desired. This force may beattenuated under control of the master computer or other controller, forexample, so that when both fuel and electrical energy sources arecombined in a rotor cell and electric motor cell, the net output forcewill not exceed designed strength limits. The commands of the controllermay control electrical current flow, using, for example, a solid stateelectronic switching device, which provides DC current, or if sodesigned, AC current for an AC motor requirement.

In some variations, use of properly rated materials may be important toeffective operation. Thus the materials of the rotor housing and therotor itself may be selected and designed so as not interfere with theelectromagnetic fields created by the coils in the rotor housing androtor (armature), for example. And the magnetic coils may be selected ordesigned to withstand the temperatures inherent in the engine'soperation when fuel is combusted. Removal of heat from the engine cellsand the controller and current switches, for example, may be required.

The driveline of rotary motion provided in accordance with aspects ofthe proposed vehicle structure can be of conventional design, with drivepower exiting the engine via the crankshaft and driveline components,for example to provide rotational motion through the transmission andthen into the differential gear box, which in turn rotates the drivewheels as is typical to vehicles using conventional Wankel engines.

FIGS. 2A-2D illustrate various exemplary features of a Wankel typehybrid motor, in accordance with aspects of the present invention. FIG.2A shows a representative diagram of an exemplary Wankel type enginestructure showing several included rotary cells with output via adriveline, for use in accordance with aspects of the present invention.FIG. 2B is an illustrative example of one such rotary cell withelectrical coil wiring imbedded within its shell or housing to implementa motor stator and a combustion-capable rotor also acting as a magneticarmature for its motor function, in accordance with aspects of thepresent invention. FIG. 2C presents a representative block diagram ofexemplary electric power generation features usable with a combustionengine, in accordance with aspects of the present invention. FIG. 2Dshows a representative diagram of an exemplary integrated Wankel orrotary engine with a single electrically driven motor cell for use, forexample, in a vehicle, in accordance with aspects of the presentinvention.

Variation for Integration of an Electric Motor Directly onto theCrankshaft for Hybrid Vehicle

An alternate method and system for introducing electric drive power intothe propulsive force of a hybrid vehicle that may achieve similarbenefits to those of other variations in accordance with aspects of thepresent invention (e.g., similar to those indicated above) includesincorporating a complete electric motor structure so that the armature(rotating element) is entirely integrated onto the crankshaft of thecombustion engine machinery, and the stator (the fixed motor element)and its housing surround this armature, while all these componentsremain contained within the body of the engine block. Variousoperational actions, variable combustion versus electric power andcontrol may be similar to as described in the variations describedabove.

FIG. 3 is a representative diagram of exemplary features of an addedelectric motor component attached to an engine crankshaft within anengine block, in accordance with aspects of the present invention

Other Exemplary Features

Because this engine design of the vehicle provides for completeoperation based on its electrical characteristics, without thecombustion of fuel, no starter motor may be necessary to start theengine, either at the turn-on of ignition or during the intermittentfuel burns needed to produce hybrid operation. Thus, some variations ofthis exemplary implementation may provide total removal of the weight ofthe starter motor, as well obviate the need for electric motors poweringthe drive wheels.

However, in other variations, an electrical generator may be providedwithin the driveline, for example, so that excess kinetic energyavailable when the vehicle is slowing down or braking, or when batteryreplenishment is needed during steady highway speeds, for example, maybe recaptured or harnessed via the generator—e.g., producing DC current,which is fed back to the drive system battery for recharging.

An alternate variation improves performance (e.g., economy) byadditionally introducing a turbine driven electric generator, with orwithout an engine air intake compressor and in place of or incombination with the standard onboard kinetic-energy-driven generator asfurther described herein. This turbine may be driven by the flow of hotgases fed from the vehicle's exhaust system, for example, and thus wouldnot substantially impact, in a negative way, the efficiency of theengine's fuel consumption. This feature thereby provides a ‘free’ sourceof battery recharging electric current and may provide a good deal ofsaved weight if the kinetic energy version of a generator is not used.

FIG. 4 contains in a representative block diagram of an exemplaryelectric generator turbine attached to a vehicle exhaust system toprovide, for example, recharging electric energy for the vehicle's drivebattery, in accordance with aspects of the present invention.

Modes of providing sources of power (electric or combustion driven) mayvary with economy needs or other parameters at any given time in theengine's operation. The engine can operate totally on combusted fuel,totally on electrical energy, or with a mix of these two modes at agiven time. The choice of operating parameters at any moment may becalculated and implemented by the controller, for example.

Depending upon the choice of electric motor construction configured intothe fuel burning rotor cells, for example, it may be necessary for therotor (armature) coil to receive its electrical current from the drivebattery via brushes and a commutator (or other similarly operatingfeatures), and these components may need to comprise materials thatwithstand the explosive force and heat of the combustion process withintheir rotor housings. The timing and current switching that areessential to cause the motor action to occur may be controlled by thecontroller (e.g., programs running in the master computer).

Exemplary Engine Controller/Computer Features

Aspects of the present invention (e.g., engine controller) may beimplemented using hardware, software or a combination thereof and may beimplemented in one or more computer systems or other processing systems.In one variation, aspects of the present invention are directed towardone or more computer systems capable of carrying out the functionalitydescribed herein. An example of such a computer system 200 is shown inFIG. 5.

Computer system 500 includes one or more processors, such as processor504. The processor 504 is connected to a communication infrastructure506 (e.g., a communications bus, cross-over bar, or network). Varioussoftware aspects are described in terms of this exemplary computersystem. After reading this description, it will become apparent to aperson skilled in the relevant art(s) how to implement aspects of thepresent invention using other computer systems and/or architectures.

Computer system 500 can include a display interface 502 that forwardsgraphics, text, and other data from the communication infrastructure 506(or from a frame buffer not shown) for display on the display unit 530.Computer system 500 also includes a main memory 508, preferably randomaccess memory (RAM), and may also include a secondary memory 510. Thesecondary memory 510 may include, for example, a hard disk drive 512and/or a removable storage drive 514, representing a floppy disk drive,a magnetic tape drive, an optical disk drive, etc. The removable storagedrive 514 reads from and/or writes to a removable storage unit 518 in awell-known manner. Removable storage unit 518, represents a floppy disk,magnetic tape, optical disk, etc., which is read by and written toremovable storage drive 514. As will be appreciated, the removablestorage unit 518 includes a computer usable storage medium having storedtherein computer software and/or data.

In alternative variations, secondary memory 510 may include othersimilar devices for allowing computer programs or other instructions tobe loaded into computer system 500. Such devices may include, forexample, a removable storage unit 522 and an interface 520. Examples ofsuch may include a program cartridge and cartridge interface (such asthat found in video game devices), a removable memory chip (such as anerasable programmable read only memory (EPROM), or programmable readonly memory (PROM)) and associated socket, and other removable storageunits 522 and interfaces 520, which allow software and data to betransferred from the removable storage unit 522 to computer system 500.

Computer system 500 may also include a communications interface 524.Communications interface 524 allows software and data to be transferredbetween computer system 500 and external devices. Examples ofcommunications interface 524 may include a modem, a network interface(such as an Ethernet card), a communications port, a Personal ComputerMemory Card International Association (PCMCIA) slot and card, etc.Software and data transferred via communications interface 524 may be inthe form of signals 528, which may be electronic, electromagnetic,optical or other signals capable of being received by communicationsinterface 524. These signals 528 are provided to communicationsinterface 524 via a communications path (e.g., channel) 526. This path526 carries signals 528 and may be implemented using wire or cable,fiber optics, a telephone line, a cellular link, a radio frequency (RF)link and/or other communications channels. In this document, the terms“computer program medium” and “computer usable medium” are used to refergenerally to media such as a removable storage drive 514, a hard diskinstalled in hard disk drive 512, and signals 528. These computerprogram products provide software to the computer system 500. Aspects ofthe present invention are directed to such computer program products.

Computer programs (also referred to as computer control logic) arestored in main memory 508 and/or secondary memory 510. Computer programsmay also be received via communications interface 524. Such computerprograms, when executed, enable the computer system 500 to perform thefeatures in accordance with aspects of the present invention, asdiscussed herein. In particular, the computer programs, when executed,enable the processor 504 to perform the features of certain aspects ofthe present invention. Accordingly, such computer programs representcontrollers of the computer system 500.

In one variation where aspects of the present invention are implementedusing software, the software may be stored in a computer program productand loaded into computer system 500 using removable storage drive 514,hard drive 512, or communications interface 524. The control logic(software), when executed by the processor 504, causes the processor 504to perform the functions in accordance with aspects of the presentinvention, as described herein. In another variation, aspects of thepresent invention are implemented primarily in hardware using, forexample, hardware components, such as application specific integratedcircuits (ASICs). Implementation of the hardware state machine so as toperform the functions described herein will be apparent to personsskilled in the relevant art(s).

Exemplary Advantages Achieved by Various Implementations of Aspects ofthe Present Invention

Aspects of the present invention may provide one or more of thefollowing features:

-   -   A device and method for integrating both fuel-burning combustion        and electro-motive force into a single engine structure;    -   Significant weight reduction over related art, made possible by        the optional elimination of a starting motor and/or other        electric motors/generators/alternators typically used with        conventional hybrid designs; also eliminated or partially        eliminated may be the complex gear box typically necessary for        blending power from the internal combustion engine for        conventional hybrid designs, along with the electric drive        motor(s) that in combination propel the vehicle;    -   Electricity for recharging the drive battery may be provided by        regenerative operation of the electrical portion, a        turbine-driven generator powered by exhaust gases, thus possibly        eliminating the drive-line generator and reducing vehicle        weight, while not adding significant drag force to the        driveline, or by other alternator/generator;    -   Increased power efficiencies may be achieved by the application        of engine power in all cylinder stroke modes, whether in        combustion or exhaust cycles and regardless of whether the        pistons are moving in up-stroke or down-stroke motion;    -   A flexible range of combinations of power derived from fuel        burning and/or electro-mechanical power generation may be        achieved;    -   Since various features provide for continuous engine rotation        consistent with conventional combustion engines, normal usage of        fan belt driven accessories may be employed; thus, fan belt        rotationally-driven devices, such as the cooling fan, power        steering and air conditioning units may all be of the        conventional type; in conventional hybrid vehicles, where the        combustion engine is stopped at times, it is common to provide        separate electrically powered versions of these needed devices        may be costly, weight impacting, and prone to failure;    -   In some variations of the present invention, the use of some        dedicated fuel-burning cylinders and some dedicated        electromotive-powered cylinders may be particularly well suited        for an inline 4 cylinder engine blocks, thereby making initial        design and follow-on production more easily accomplished; and    -   In some variations of the present invention involving Wankel        engine operation, a fully functioning electric motor may be        included as part of or a fully discrete cell within the engine        to maximize performance or other selected operational        characteristics.

Aspects of the present invention being thus described in terms ofseveral variations and illustrative examples, it will be obvious thatthe same may be varied in many ways. Such variations are not to beregarded as a departure from the spirit and scope of the describedaspects, and to incorporate such modifications as would be obvious toone skilled in the art,

Additional advantages and novel features relating to the presentinvention will become more apparent to those skilled in the art uponexamination of the descriptions above or upon learning by practice ofaspects of the invention.

1-15. (canceled)
 16. A combustion engine exhaust driven electricalcharger, the electrical charger comprising: an exhaust driven turbine;an electricity generating rotor component coupled to and driven via theturbine; and an electricity generating stator component proximallylocated relative to the electricity generating rotor component; whereinrotational motion of the electricity generating rotor component produceselectrical output via the stator component. 17-20. (canceled)
 21. Theelectrical charger of claim 16, wherein the electrical output isconnected to a battery.